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VOLUME XII NO. 1 ISSN 1908-0972







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24 32



ABOUT THE COVER Layout by: Jhon Henson Ong

Newly-installed SBMA Chairman at least for business north of Metro Martin Dino is bullish on mega Manila. Private investors are on infras that could leverage the the wings, he assures. freeport as a logistics hub,


Editorial Consultant

Lyn Bacani

Creative Director

B. Cortes Lagac

Content Critique

Commo. Dante Jimenez

Eva Tan

Jhon Henson Ong

Legal Counsel

Atty. Manuel Obedoza Jr.

News and Feature Writers Coca H. Strobar

Ligaya Caban

Contributors Ms. Merle San Pedro

RAdm. Adonis Donato

Atty. Cristina Beltran

International Contributors

F R Chowdhury

Mark Millar

Richard Teo

Special Project Manager

Visayas Correspondent


Circulation Assistant

Gel Miranda

Joamirica Tud

Boy Ilano

Joana Marie Tud

EDITORIAL OFFICE 1732 Modesto St., Malate, Manila, Philippines Tel. / Fax (632) 521-3633 Mobile (63) 906-491-2777

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Publisher’s Note

Shipping, Ports and People On the Year of the Fiery Rooster, the World Maritime Day highlights “connecting ships, ports and people,” the importance of coherent and connected development across all maritime sectors. IMO Sec-Gen Kitack Lim even delivered his annual message at the Port of Felixstowe, the busiest container port in the United Kingdom. This emphasizes the clear link between ships and ports and the people who operate them. He stresses, “Shipping and ports can play a significant role in helping to create conditions for increased employment, prosperity and stability through promoting maritime trade.

development for the good of all people.” Herein the Philippine Government is not remiss, evidenced by pronouncements of President Duterte as he launches his chairmanship of the Association of Southeast Asian Nations (ASEAN), January 15th in Davao City. The Philippines hosts activities in parts of the country, on the theme, “Partnering for Change, Engaging the World” which also marks the ASEAN 50th founding anniversary (with four other co-founders, Indonesia, Malaysia, Singapore and Thailand).

Lim believes this will spotlight on the existing cooperation between ports and ships to maintain a safe, secure and efficient maritime transportation system…

A pivotal target is a sea route from Davao and General Santos to Bitung, Indonesia to start before the launching of the Asean Summit 2017. The route will enable easy export of goods like food and beverage, electronics and garments, beauty products, fertilizer, construction materials, agricultural produce, tin cans and packaging up to North Sulawesi in Indonesia.

The Secretary General adds, “Ultimately, more efficient shipping, working in partnership with a port sector supported by governments, will be a major driver towards global stability and sustainable

The launch was not just a diplomatic ceremony but a meaningful statement, attended by ambassadors from, at least, ten nations in the Southeast Asian economic community and senior

The port and maritime sectors can be wealth creators, both on land and at sea.”

officials of the Philippines. Former presidents were in for the count, Fidel Ramos and Gloria Macapagal-Arroyo who built the three nautical highways of our archipelagic nation. One of the thematic priorities is “Maritime Security and Cooperation,” cascading prominently to Transport Secretary Art Tugade with his official mantra of build, build, build. Tugade constructs based on the motif our over 7,000 islands must be connected with ports and bridges, with ferries and roros, complementing the roads, rails and airports. These jumpstart growth, leading to auxiliary development of other economic spindles like a logistics hub in Northern Luzon (read, Subic with its seaport and rails). Which will also decongest Metro Manila, until EDSA traffic knots, lessen particulates for cleaner air for the health of daily commuters, the general public, ad infinitum… Ahhh, beautiful, wonderful world. But could these be just wonders of words? Let’s see the beef, gentlemen. And, pretty faster, please!



Cover Story

Casual yet circumspect.





he crime buster is not chasing criminals. Instead, building visions for a prosperous Philippines. So surprising for one expected to just mouth reforms, pitiful on the mandate of the Subic Bay Metropolitan Authority (SBMA). Not being be-degreed as his predecessors were, SBMA Chairman Martin Dino must hurdle the hidden bias much like Action Lapid and Boxer Pacquiao at the Senate. But Dino takes it as part of the challenge; sources strength from the President not even expected to win against those blueblood names entrenched in power.

“age of Asean integration,” claims Dino.

traffic in Metro Manila.

Also for expansion costing P6-10 billion is the naval supply depot for grains, cereals, vehicles. The major leg of the super motorway is Subic to Mariveles, Bataan; then a seven-km bridge at Corregidor Island, another 12-km bridge at Ternate, Cavite, as collector lanes for traffic from Batangas, Quezon, the South, linked at SCTEX.

Plus catcalls from opposition politicians, habitual critics and critique of social media. And more. Chairman Dino also envisions another Subic of 3,000 hectares, as big as the financial hub of the country, Makati City. It calls for an expressway from

His initial moves are impressive, using pragmatics more than expertise. For one, talent may be hired but heart must be inborn to really serve for the people. He sees with fresh outlook as against the jaded, a catalyst fuelling progress than pessimists defeated even before beginning. His office hums like a beehive, callers pleasantly attended to rather than with the usual government grump. Fine, except that our recent “personal” interview has to be in snatches, in between staff and paper work, courtesy calls and investors, inquiries and proposals. Flagship. Chairman Dino details a P100-billion infra project, a mega solution that may offset the estimated P3-billion/day loss caused by inadequate roadways and facilities for logistics. Core project is a 100-km multi-modal elevated railway and expressway linking Subic and Manila ports by-passing usual chokepoints at urban localities. SBMA is rated at 600,000 TEUs (twentyfoot equivalent units) presently using only one-third. But Dino visualizes another two terminals (3 and 4, at the north and south harbors of Subic) raising another 600,000 TEUs capacity to 1.2-million TEUs, in preparation for the

Interacts with SBMA locator.

Then it snakes from Manila Port at a coastal route to Subic, about 100-km. Now, it has rail for cargo and caboose to the north without having to pass the heart of Metro Manila.

Castellejos, Zambales, linked to SCTEX costing about P15-billion. Three investors are ready to underwrite but it is up to Malacanang to decide after “I’ve done my part,” clarifies the chairman.

In effect, the network of land, rail and bridges is a circumferential facility that services the free ports of Bataan, Manila, PEZA and Subic plus any demand from Calabarzon provinces, Bulacan, Bataan and environ.

Since thickly-populated Pandacan is no longer fit for a fuel depot, Dino says the Redondo shall be installed there for the pipelines from Subic to Clark. Tanker trucks will no longer clog Metro Manila; instead, will serve via SBMA with efficiency and lesser risk to all.

Endorsed by Transportation Secretary Art Tugade, the proposal has been submitted to the President and faces the scalpels of NEDA and Congress. More so, it is packaged to fast-tract with the controversial emergency powers sought for the President to address worsening

They are also studying bunkering whether tariff may be lower or competitive with those of Batangas and Bataan. Competing with Singapore on duty-free fuel is not an option yet.




With Solvang crew at Gigamare.

The priority focus of SBMA now is not on imports nor against smuggling. It is on export, to help Filipino labor by making it easier, faster and cheaper for businessmen load cargo. He is open to lesser signatures, even one will do. When compliant with procedures and paperwork, three days or less should complete transactions. These should attract shipping lines to load at SBMA, making it an exporter hub as Dino anticipates. More developments shall be infused, some 67,000 hectares of public land are available. Dino envisions solar power to fuel Subic, to make SBMA lead on a global platform.

Perspective. With all the optimism, Chairman Dino does not forget his VACC psyche: reduce and eliminate corruption. He will review all contracts, regardless. For one, Dino seems not comfortable with seven arrastre operating at SBMA. A former chairman of an urban barangay and the famous Volunteers Against Crime and Corruption (VACC), he was appointed SBMA Chair last September vice Roberto Garcia who also sat as Administrator. On December 21st, President Duterte swore in Atty. Wilma Eisma as

Administrator and new members of the SBMA Board: Stefani Sano, Benny Antiporda, Maria Cecilia Bobadilla Bitare and Tomas Lahom III. Chairman Dino is happy with the move since the Freeport, “can move rapidly and urgently in seeking new investments and building much-needed infrastructure.” Indeed, Dino stresses, “With an excellent working team, now we can really move forward at Subic in our goal to raise investments and revenues, eliminate smuggling and stamp out corruption.”

SINGAPORE MARITIME WEEK Singapore Maritime Week (SMW) is the leading maritime event in Singapore. Driven by the Maritime and Port Authority of Singapore (MPA), SMW gathers the international maritime community in Singapore for a week of conferences, dialogues, exhibitions and social events in celebration of all things maritime. The range of activities and events organised by MPA, the industry, and research and educational institutions, as well as the cosmopolitan profile of participants, reflect the vibrancy and diversity of Singapore as a major international maritime centre.






Paulsson on international operations.

A lawyer with an MBA in Finance, a mechanical engineer in the core management of Kockum Sonics, Polarmarine, Texon and Marine Alignment with a very international market in four areas: marine, industrial alarm and train. Since 2000, he has been managing Kockumation AB, himself the majority shareholder with two sisters as passive interests. But his overarching vision is regenerating with the youth who are better trained, socially motivated, professionally competent. That’s Claes Paulsson, President, Kockumation AB. Marino World has been privileged with a personal interview and peeks into the man. Perspective. After working in Canada for ten years, he ventured in the marine business. He translated a wary dream into solid success. Yet, he has not forgotten the struggles; lessons he keep in the challenges and mix of products, personalities, markets and growth. Claes is essentially a technologist, “I really enjoy that, that’s really what’s driving us, “he confirms. One need not be in rocket science; just those small tools, right people, good ideas and a nurturing environment can achieve goals.



He prides in the loyalty of their people, like those from the shipyards still working even retired for years; one at 74 still on the job even at partial hours. He compliments this with the young coming in, a new set to get experience in a spectrum of established and emerging technologies for skill and competence. With these, he expects enhancing a little bit their capacity in Subic. But he is not closeted, takes time to enjoy life. Even here, he often lifts anchor to see local gems: Boracay, Palawan, El Nido, Cebu, Bohol, Chocolate Hills, Baguio, Hundred Islands. On a sailboat, motoring or car racing for the adrenalin rush. Business. Kockumation is a leading supplier of marine and industrial applications, headquartered in Malmo, Sweden with offices in Denmark, UK, China, Russia, Switzerland and production facilities in the Philippines. It has presence all over the world through subsidiaries and representatives. The Group markets and designs highquality niche products in software automation, acoustics and mechatronics, focusing on meeting demands in the global marine and industrial markets wellprepared to serve now and in the future, particularly:

MARINE - onboard operations, from acoustic signaling and cleaning equipment to complex software systems.

Industrial sonic cleaning, by sound to keep clean boilers, catalysts and filters from ash accumulations, use or retrofit to improve boiler/filter performance.

ALARM - pneumatic and electronic alarm, for tsunami warning, civil defense, water dams and industrial applications.

TRAIN - Tyfon®, world leading brand of warning horns for all types of rolling stock; this horn has been heard from railroad tracks since the 1920s.

Milestones. 1840, Kockums Mekaniska Verkstad was founded and main production was rolling stock; 1873, delivered its first ship; 1914, delivered the first submersibles. 1918, Helge Rydberg invented Tyfon® and patented worldwide; 1920, registered as a trademark. 1940, delivered the first all-welded merchant vessel; 1950, Kockums rated as one of the biggest shipyards in the world.

Upgraded 1958, Loadmaster; 1978, Levelmaster; 1980, Steermaster and Shipmaster in 2006. 2014, Kockumation Group acquired Marine Alignment; 2016, bought Loadstar, the loading computer brand. Pioneer. Paulsson recalls Ronny Johansson (Factory Manager/Technical Consultant) set-up this Subic operations about 1996-97 in nothing much but jungle and snakes, weird stories. The Group acquired it in 2007; things started to perk on the marine side when Hanjin established here, positioning SBMA as a potential maritime hub. Fact is, they have to recover use of their other building from a tenant due basically to adding capacity to this site. Expectations. He plans a hub for a lot more activities, having a well-equipped machine shop and welding assembly. These may increase production on important stuff from components other than Polarmarine but from their subsidiaries, too. They are developing competency in naval architecture and software program, areas they are relatively weak at the moment. Paulsson realizes the challenge but waves the red cape at the bull, “We don’t know yet whether that would work out but we’re trying.” He will explore the areas to be more competitive. After all, anything that does not grow starts to die. The company is unique because despite the small size, it carries the traditions of the huge shipyards at Kockum. And when things split, Paulsson has the knack to pick what’s left to create something new, vigorously viable. That heritage from Kockum is spiced with new personnel, new ideas, new technology. Then they migrated to acoustics, mechatronics, real software, automation. The Group has a foothold on its traditional markets; domestic is still in infancy and production is yet 95% export. But the marine side is major, plus industrials like power plants which are profitable investments and where the Group’s cost-competitive production is an edge.

With Swedish officers and Filipina Carolina Agoo, business manager.

Wishlist. Paulsson says they used to be the sole supplier of tanker machine, still core business. But they are actually looking at possibilities, like adding software to machine parts production. SBMA has been very supportive, approving the Group’s expansion making things roll smoothly. Kockumation wishes further activation of the container port as “that would make such a big difference for us.” Korea, China and Japan are reachable but via Singapore. SBMA is seeking alternatives to be competitive, so would be the locators there. Expansion. The Group supplies brand-name outfits like Nestle, a local fuel refinery, Toledo Power Plant, a coal-fired power plant in southern Philippines, Petron Refinery in Bataan, encouraging further local marketing. But the inventory is more of components than part systems. Shipping is different, requiring the opposite. It needs support in commissioning, service requirements and auxiliary. Many Asian ports are excellent prospects, with Singapore and Hong Kong short flights away. The Philippines should adjust with less procedures, like visa requirements. He is pleasantly surprised on the competitiveness of SBMA over similar facilities basing his observation on, say, Petron and Kockumation production in Sweden, Russia, Denmark and Switzerland. To sum up, Paulsson is quite satisfied with the location and facility; impressed on the people who are loyal, ambitious and with good verbal skills.

Filipinos but Johansson who is Swede. All local and it works very well, basically a Polarmarine team just as yet. But more may be recruited when more automation systems than components are offered. Thus, more hands are needed with newer competency, for the experts and studenttrainees to deepen the bench. The future. Paulsson thinks they are at the forefront of technology, of connectivity. These used to be buzz words but realities now. Kockumation shops around for worldclass talents, like that expert from Maersk to consolidate an IBM containership; a Danish manufacturer of computers wedged with their own. He is looking now at the next generation, of web application technology. Paulsson feels there is enough talent among the local youngsters to crew a good logistic hub. China, South Korea and Japan are serviceable with components while China and Taiwan for sourcing. Paulsson wants to integrate the business, cascading head office practices to subsidiaries, providers and the teams. Antiquated procedures shall be replaced with best practices, new tools and cuttingedge technology demanding major investment in infrastructure alone. Kockumation is prepared to pick the tab, taking faith in its people and technology, in its energy to push to the edge to be first on the horizon: on products, on services --- as it has been the world leader through decades of momentary struggles and shining triumphs.

The workforce averages at 80 to 85, all MARINO WORLD







World-class facilities

SBITC LOCSIN UP CLOSE by Coca H. Strobar That boyish glow at middle age demands major restrain when interviewing Roberto R. Locsin, CEO, Subic Bay International Terminal Corp. (SBITC), wholly-owned subsidiary of global ICTSI. But as one pulsates, one should be alert and on guard. For while suave and considerate, Roberto decides fast. No dilly-dallying be it phone, text, emails or questions. And answers with clarity and candor, no beating around with verbosity to camouflage nonsense. Here’s an abstract of the Q&A, (without our swooning): 1. Overview of operations at SBMA? Locsin feels privileged to work with SBMA and the Subic BoC, a true public and private collaboration to make SBMA world class for commerce and tourism. He looks forward to plans of Chairman Dino and Administrator Eisma which impact on the growth of Region 3 businesses. This is by providing a worldclass container port that has access to intra-Asia terminals and ports in the



Americas, Africa, Europe and the Middle East. Locsin believes SBMA and Subic BoC have simplified processes, opened to inquiries and transparent throughout the transaction lifecycle. And he credits the cooperation of shipping lines: APL/CMA CGM, MCC/ Maersk, WHL, SITC, NYK, KLINE, Swire and SINOTRANS. Also in the effort are various NVOCCs carving brisk business in five provinces SBITC serves. So, too, are trucking services (over 300 trucks and increasing) from IHTC, Aim High, Wooing and others moving 24x7. Forwarders ensure cargo owners understand that utilizing Subic is just as good an option as anywhere else in Luzon. He names Orient Freight, Royal Cargo, Inland, KWE as examples of top Manila brokers and forwarders growing in Subic. 2. Areas to balance off maritime downturn?

We continue to see steady growth for our customers in Subic, a modest increase in imports but an uptrend in exports. But to become a full service port, SBITC opened the first on-dock CFS in Region 3, nothing like it in any international port in the region. This allows flexibility on how to move cargo in and out. In SBITC, it only takes four hours to release an import when documents are complete; automatic 10 free storage days; natural discount close to 40% from Manila tariffs on arrastre. 3. Subic to decongest Manila? The Philippines is a free market, shifting cargo is driven by the cargo owner, BoC and the port authority of that market. Manila is no longer congested, by implementing solutions like the Terminal Appointment Booking System (TABS) and cooperation from both local government and the MMDA. To understand cargo movement trends in Luzon, accept Manila is more than prepared to handle cargo that belongs to

Manila while Subic can more than handle the market of Region 3 and beyond to Northern Luzon. This is similar to how Batangas port takes care of Southern Luzon cargo. The notion Manila is congested is false; it has never been healthier, he asserts. 4. Outlook on overseas operations? ICTSI views its global business with great expectations on green field sites; those operating are showing great promise. “We are focusing on these sites and continue to invest in innovation in technology, serving the communities where we operate, and providing our employees with best-in-class work environments as we continue to provide excellence in port terminal operations.” ICTSI continues to evaluate opportunities where it makes sense and aligns these to corporate objectives in operating leading-class port operations. 6. Growth or survival the focus? We continue to focus on operational excellence but more importantly, our

people, who are the heart and soul of the business. Our commitment to the ICTSI workforce is bar none and no matter the market condition, by ensuring these two areas that drive the business are sound, then we can ensure our customers that we will deliver on the promise of excellence.” 7. Two ports ICTSI may add in Subic? “The current ports of NCT 1 and 2 have more than enough capacity to handle the entire Region 3 market. Our focus is to continue to build the market and optimize and maximize these facilities together with SBMA. However, we continuously monitor the need to invest further as it is the responsibility of the port operator a high level of service at all times.” Knowing more. Roberto R. Locsin is Pres. & GM of SBITC which manages and operates NCT-1 and NCT-2 for port terminal services basically in Central and Northern Luzon. SBITC is certified compliant with the ISPS Code, services

the Naval Supply Depot (NSD) since 2000, NTC-1 in 2004, NTC-2 in 2007. Locsin is Director, Strategic Services, Asia Region, ICTSI. This global company was established in Manila in 1987, now carries a portfolio of terminals and projects in emerging markets in the Asia Pacific, the Americas, Europe, Middle East and Africa. He specializes in executing strategic and operational programs that maximize company assets and unlocks long-term shareholder value. He took an MBA (General Management/ Finance) from the Arthur D Little School of Management (Boston College), 2002 – 2003; a BA (Behavioral Sciences) from De La Salle University with the Honors Society, 1992 – 1996. From a year (2011) as Manager at Ernst & Young-New York, he is now going six years on the present post at SBITC and ICTSI. Family and private life? Next interview, maybe.

Organized and not congested




Austal Pres. Wayne Murray


Two newbuilt ferries are now being crafted by Austal-Philippines for Supercat Fast Ferry (SFFC), a subsidiary of 2Go Group. These are 30-meter passenger catamarans, each with 300 passenger capacity scheduled for delivery between June-July, this year. “We are very excited... building two ferries for 2Go Supercat. So that’s the first, we’re building vessels using a local environment, local people. It’s an element of pride in the local industry,” beams Wayne Murray, president for Austal-Philippines. Austal has three major ship building facilities. Defense vessels are designed and constructed in Henderson, Western Australia and Mobile, Alabama in the US. Construction of commercial vessels is centered in Balamban, west side of the island of Cebu, Philippines, where it employs 306, only six are not Filipinos. Since 2013. Austal-Philippines has constructed nine ships and collaborated with Austal Australia on two more ship programs. Deliveries have included wind farm vessels, high speed offshore crew transfer vessels and the largest vehiclepassenger ferry built in the Philippines – the 80 metre Aremiti Ferry 2 for SNC



Aremiti Ferry of French Polynesia. The Maritime Industry Authority (MARINA) is implementing phase-out of wooden hulls under its domestic shipping modernization. About 120 RoRos are affected, according to STCW Chief Eleazar Diaz. Austal, a world leader in aluminum commercial vessels and components, may expand its market opportunities given its expertise on high speed ferries, work boats, fast crew transfer boats and other commercial vessels. Murray says, “We’re still developing, the intention is that we’re going to build in capacity and numbers and experience… And the Philippines has such a strong 2Go vessel in the making

maritime history, and obviously being archipelago of islands, you can’t help but be connected to the sea… Asia much more center of the many industries. I think part of our strategy at moment is just to become more well known. And I think the 2Go vessels will certainly help, such going to rub in the market, we’ve got no doubt it’s gonna be quality standard that we expect our vessel to be. So hopefully that would be a catalyst for initiating awareness.” Murray clarifies, however, they are not focused only on the local but global has been its business. Austal-Philippines would like to attract more international business to the country.



The Philippine Ports Authority (PPA) hosts the 9th Ports and Shipping Conference on February 22-24, 2017, at the Peninsula Hotel, Manila. It shall highlight developments along the logistics gateways of the Asean Economic Community (AEC). Over a hundred decision makers, shipping lines, cargo handlers and port operators are expected, given that logistics stakeholders are coveting opportunities in Brunei, Indonesia, Malaysia and the Philippines as growth leaders in East Asia. Tagged as BIMP-EAGA, the area is a major component of the trading corridors of the Association of Southeast Asian Nations (Asean) now jelling for an AEC as the business pendulum of the world swings to the East, basically Asia. Three days. PPA GM Jay Daniel Santiago confirms “vast developments” in BIMP-EAGA and this conference of stakeholders in the logistics industry is so timely. He adds, “This is a great opportunity for the Philippines, through the PPA, to showcase the developments like the Ro-Ro link between the Philippines and Indonesia that is set to start late April.”



Indeed, “All the players within BIMPEAGA and Asean are closely looking at the developments of this Ro-Ro route which will serve as the springboard for future links…” Santiago stresses. It has been observed the Philippines is modernizing its Ro-Ro vessels and ports to adapt to demands of Asean-wide RoRo operations brought about by the AEC. Philippines and Indonesia are finalizing some details of the Ro-Ro route meant to strengthen trade relations between them, like reducing travel time five weeks to just three days. The new three-day trade sea route starts in Davao City or General Santos City, sails southwards across the Celebes Sea for a direct port call at Bitung City, Indonesia. Silk road.

PPA is also advocating the Asean Ports Association should align policies and port infrastructure improvements with China’s Maritime Silk Road (MSR), a sea route from the South China Sea and South East Asia, through the Indian Ocean and Middle East area into the eastern Mediterranean. MSR extends to other directions, some linking with land-based projects. Arguably, this over trillion dollar project is the largest ever infrastructure for humanity. All here. The Manila conference is the biggest biennial Ports, Shipping and Transport Logistics B2B Exhibition and Conference in BIMP EAGA. On its 9th edition, it features 30 world-class conference speakers addressing topical

issues and challenges on the BIMPEAGA. Expected are senior government officials, industry principals, decision makers, academics, harbor masters, harbor engineers, port engineers, maintenance supervisors and procurement decision makers. Also participating are the region’s leading shippers, cargo owners, importers / exporters, shipping lines, freight forwarders, logistics companies, ports, terminal operating companies, railway operators, port equipment and services suppliers. There will also be an Exhibition of 50 international shipping lines, container ports, logistics companies, IT companies, container terminal equipment, services providers and event sponsors.




Terrei beams with paartners

A MUST TRAIN SEAFARERS In 1978, the international Convention on Standard of Training, Certification and Watchkeeping (STCW) for seafarers set qualification standards for masters, officers and watch personnel on seagoing merchant ships. This was adopted as STCW 2010 Manila Amendments. It mandates every seafarer to be competent on handling the ship. Merchant ships must adapt modern nautical high-technologies. Also, they must replace outdated equipment like paper nautical charts on the geographical location of ships on waters. This and other obsolete methods are now replaced with systems and equipment with digital precision, often automatic or with minimal human intervention. With this, Capt. Terrei assures his shipping team copes up with the fast-changing demands of the maritime industry, be in competency management, safety nautical operation, upgrade of seafarers skills. Training seafarers to excellence is a



must, as advocates by Captain Nicolo Terrei at the 9th Annual Crew Conference of RINA Academy Philippines, held at the New World Hotel, Makati City last November 22nd. Captain Terrei has been in the country for 12 years as shares in his welcome remarks that in order to succeed in the shipping business is to comply with all requirements on nautical knowledge, competency, skills, among other factors. Captain Terrei points to rapid changes on the maritime global market that ship owners will have to cope up with, no matter what these take if they want to stay in business. He cites the crisis projected 2020 and 2025 by the Philippine Maritime Industry Authority (MARINA) on the shortage of 90,000 seafarers and 103,500 officers. This shortfall shall add to many crises in the maritime industry like oil spillage from oil tankers, hijacking of ships by

pirates, ships collision. These dampen the growth of the shipping business all over the world and need to be addressed by ship owners and maritime stakeholders. Each ship owner must take a hard look at training schools where seafarers learn the ropes of navigational skill, knowledge, and attitude; the technical know-how and practical hands-on of modern nautical high-technology and equipment. Requirement Chief Engineer Jose Reynoso, Jr., says before the ship can travel to other ports, it has to meet all the requirements by the maritime agency tasked by its Port State (government) to administer its laws. Otherwise, the ship will be detained. One requirement is to comply with all trainings provided by training schools as required by STCW for every ship owner. CE Reynoso points out that training takes five to twenty days, depending on

Exchages at coffee break the type of simulator exercises he must undergo. Facilities and Equipment With the mission of both Capt. Terrei and his wife, Procerfina Terrei, to provide their valued seafarers with the fastest and friendly used equipment, RINA Academy has its latest version of simulators, TRANSAS Bridge and Engine simulators as well as the

Dynamic Positioning Simulator and Electrician Equipment Trainer for our Electro-Technical Officers (ETO). Solution In RINA Academy, there will be assessment, competency management system, cadet training program, career development plan, and e-learning that will be useful on their career on board.

All these maritime subjects are geared to benefit the ship owners and seafarers. Capt. Terrei explains, “As the maritime industry evolves, ship owners or maritime businessmen should adopt the changes, innovations, trainings, handling of high-value technologies and competence not only to survive but to be on top and this involves the mutual cooperation of the ship owners and their seafarers.�

Shipowners watch cadet on simulators





Signal No. 2 Banaynal, casualty

The Lower House of Congress sinks deeper for remedial legislation on the M/V Starlite Atlantic accident that left one dead and 18 missing up to press time. On January 23rd, Angkla PartyList Cong. Jesulito Manalo filed: •


Maritima identifies the victims:

House Resolution 706, directing basically the Committee on Higher Education to inquire on conditions, rights, and privileges of the 11 students, cadets on ship board training (SBT) still missing due the maritime accident

Confirmed dead.

House Resolution 707, directing basically the Committee on Transportation to inquire on the sinking of the M/V Starlite Atlantic as it relates to maritime safety and into the case of the one confirmed dead, 18 missing, 11 of whom were on-the-job training (OJT) onboard the ill-fated ship.

Vice Admiral Wilfredo Tamayo, former Coast Guard commandant and now VP-Maritime Affairs at the University of Perpetual Help, says Banaynal would have finished the training in four months and disembark to graduate.

Still missing are 18, seven crew and 11 cadets from seven schools. The missing cadets are from John B Lacson Foundation Maritime University (JBLMU), Phil Merchant


Marine School (PMMS), Lyceum Intl Maritime Academy (LIMA), Colegio delo Purisima Concepcion (CPC), VMA Global College (VMA), DMMA College of Southern Phil (DMMA) and Filipino Academy of Scientific Trades (FAST).


Lyka May Banaynal, 21, deck cadette, University of Perpetual Help-Las Pinas. Her body was ashore, discovered by residents of San Isidro, Batangas around 6p.m., December 26th.

Missing cadets. 1. Glecie Acuesta Medecinio, 25, Iloilo, JBLMU

4. Jaspher Braganaza Endozo, 20, Batangas, LIMA 5. Ronmark De Gala Hidalgo, 19, Quezon, LIMA 6. Mark Melvin Villarba Manalo, 22, Batangas, LIMA 7. Michael Vincent Late Vargas, 20, Capiz, CPC 8. Nicanor Baltazar Calvez,23, Iloilo, VMA 9. Joeven Seraspe Cabrera, 23, Negros Occidental, VMA 10. Gerald Dennis Gallera Sab, 19, Davao City, DMMA 11. Ronnyl Ramos Gargar, 24, Leyte, FAST Missing crew.

2. Jasper Recepcion Aguilar, 20, Cavite, PMMS

1. Adolfo Bunquin Manalo, 63, pilot master, Oriental Mindoro

3. Kenneth Jones Boniel Banquisio, 22, Cavite, PMMS

2. Gaudencio Forlales Forcado, 43, chief officer, Batangas City

3. Lester Vencent Torres Quillan, 21, second officer, Manila 4. Elbeto Salazar Dela Cruz, Jr., 37, A/B, Valenzuela 5. Oscar Castillo Torregoza, 52, second engineer, Calapan City 6. Mark Anthony Enson Gomez, 26, oiler, Iloilo 7. Susan Gay Lacostales, 24, onboard cashier, Leyte Survivors, six crew and eight cadets: 1. Eric Cuevas - Master 2. Russel Andal - AB 3. Rommel Olaco - AB 4. Ricky Lalen - Chief Engineer 5. Angelo Estinote - Oiler 6. Nestor Santiago - Oiler 7. Airon Barrera - Deck Cadet 8. Jonathan Garcia - Deck Cadet 9. Jill Violyn Gonzales - Deck Cadet 10. Rhonvic Ricohermoso - Deck Cadet

engine trouble. Dead or alive, they would accept. They will be sorrowful but knows they can no longer do anything.

of the Orient, Super Ferry 9, M/B Kim Nirvana where lives, cargo, and the environment were lost and damaged.

Shemz Enson appealed for brother Oiler Mark Anthony Gomez last February 10th on national television. She complains why not a body has been recovered, search and rescue operations often postponed blaming the weather. She contests the tale the ship did not sink, just a rock.

Sensing a notoriously poor record for maritime safety, there were proving questions:

It pains them so much because he is yet young; that they will endure just to see him again, even dead but better alive. Concern. The M/V Starlite Atlantic is a 1,497-gross ton roll-on, roll-off (roro) ship built in 1975, with IMO No. 7501534 registered under the Philippine flag. Resolution 706 states cadets are inexperienced, government must supervise training programs on board domestic vessels to safeguard the rights and welfare of cadets. The investigation will assist government on policy reforms to help cadets obviate similar circumstances, and equip them with the basic skills to survive. Angkla’s HR 707 says this incident is an apparent repeat of sinkings such as the M/V Princess of the Stars, M/V Princess

11. James Bernard Padilla - Engine Cadet

1. Was this 42-year old vessel maintained for seaworthiness, compliant with MARINA rules? 2. Were MARINA regulations and inspection enough to prevent this sinking? 3. How about Coast Guard inspection and contingency procedures? 4. Has abandon ship been declared by the captain? 5. Was the welfare of student-cadets been managed during the emergency? Agencies. MARINA Administrator Marcial Amaro says investigation on-going, that Coast Guard probes cannot result to cancellation of the shipping franchise as this is MARINA turf; that lawyers are on the usual prolonged legalese, that the job is huge given the number of ships. Amaro feels everyone on board should be insured but MARINA does not monitor.

12. Marjeon Baldonasa - Engine Cadet 13. Bobet Rabasto - Engine Cadet 14. Jose June Bernabe - Deck Cadet Kin reaction. Almira Quillan, sister of Second Officer Lester Quillan, claims almost losing their minds, begs for proper action on the incident.

Cadet Gargar. Christmas feast before the tragedy.

Ladel Vargas, grandmother Michael Vargas, recalls he spoke with his mother before the sinking saying they have MARINO WORLD







A CHEd TWGroup member and JBLMU officer declares (like another from DMMA) they learned they have students in the tragedy from reading Maritima which published the names and schools. They are unaware because boarding on domestic vessels is a new procedure. Those aboard international vessels are almost always sufficiently insured.

Ships are too few for the number of maritime students (a repeat of limited hospitals so nursing students are charged and work for free on OJT). This explains why on the Starlite Atlantic, there were more cadets than crew, 20 as against only 13 crew.

The better procedure is a tripartite agreement between the cadet, the school and the company, not just bilateral with the company and the young cadet. CHEd is open to this, so with DoLE but still on the discussion table.

The Starlite Atlantic is one of the 12 roros of Starlite Ferries on the BatangasCalapan route. The firm is managed by Alfonso Cusi, replaced by son Francis, when he was appointed Secretary of the Dept. of Energy.

An officer of a local shipping company confirms the cadets are not insured, being neither crew nor passenger. A director of Joint Manning Group (JMG) adds, “cadets are not supposed to be regular crew therefore they only receive allowances.”

On December 26th, it was sheltering from Typhoon Nina which explains why no cargo nor passengers were involved. The continuous barrage of gale-force winds and rough waves sunk the vessel about 10:20-11:30 a.m. between Puerto Galera and Maricaban Island, Mindoro.

Yet, in terms of benefits like liability of owners, medical care and insurance, crew and cadets are equal. But this is only on international vessels, not aboard domestic ships.

The company posted continuous bulletins on its action, with the Coast Guard, MARINA, Red Cross, the local governments of Maricaban and Puerto Galera (Mindoro), Matoco and Ilijan (Batangas), and other ships plying nearby.

On the contrary, students are charged under-the-table fees to be onboard. They are mulcted as ship officers know the students cannot graduate without the one year SBT.




Lines were opened for families and interested parties, coordinated by Glenn Tabanao (09176254126), Nilo Nebreja


(09178239627) and Ana Gallego (09175629805). Sea search was done by Navy technical divers, aerials by Air Force with seaplanes, choppers and tug boats. On January 11th, PCG may have discovered the sunken craft after a large object was detected by the National Mapping and Resource Information Authority (Namria) beneath the coastal waters of Tingloy, Batangas. NAMRIA’s LCdr Antonio Valenzuela, Jr., there were conspicuous areas as well as oil on the water surface hints on the location of the sunken vessel. The team has surveyed 5.121 sqm using Multibeam Echosounder System. A sidescan sonar was deployed to have a better image of the seafloor but was terminated at noon due to strong winds and angry seas. A remotely-operated underwater vehicle (ROV) was used but not as effective due to strong underwater current in the suspect area. Starlite Ferries stopped updates as of February 12th, not answering calls nor text messages from Marino World, similarly Raul Belesario, head of PCG station in Batangas.

For International Recognition


MoU at IMarEST Hq-London: (L-R) Mr. Arsenio Lingad II (Phil Maritime Attaché ), Mr. Michael Esplago (MARINA MET Standards Supervisor), Capt. Eleazar Diaz ( MARINA Executive Director) Dr. Marcial Amaro III (MARINA Administrator), Mr. David Loosley (IMarEST CEO), Dr. Glenn Blasquez (IMarEST-Phil Treasurer).

The world’s largest global marine and maritime professional body is expanding support for the international recognition of Filipino seafarers. This is the direct effect of the MoU between IMarEST and MARINA just recently. The Memorandum of Understanding (MoU) is between the Institute of Marine Engineering , Science and Technology (IMarEST) and the Maritime Industry Authority (MARINA), an agency of the Philippine government under the Department of Transportation. The MoU further supports means: • Recognition of seafarers through routes to registration • Provides a pathway to use their Certificates of Competency and experience

• International qualification like Chartered Marine Engineer (CMarEng) for engineers and Chartered Marine Technologist (CMarTech) for deck officers. This also opens access to information and professional development support, sharing and confirming outcomes of activities like the technical activity initiated via IMarEST-Philippines launched in April, 2016. Comments MARINA Administrator Marcial C. Amaro III,”(W)e are delighted… to support the professional development of our seafarers in response to disruptive technologies. Providing a platform of professional development via the IMarEST to enhance the knowledge and recognition, safety and efficiency of seafarers is a fantastic resource for our Filipino cadets and officers.”

The IMarEST also offers a number of online and distance learning courses via MLA College, its learning business which seafarers can access at sea. IMarEST Chief Executive David Loosley adds, “Supporting the development and learning of our global seafaring community is something that we are really passionate about. Not only is the MOU a way of demonstrating how a global professional body can partner with a government agency to jointly support professional development of our seafarers, but we are also offering a bursary for those who want to study at sea to further enhance their knowledge, education, qualifications and career opportunities.” Loosely refers to the IMarEST bursary for seafarers to study whilst at sea, discounting fees up to 75% on courses BSc, BSc (Hons), PGCert, PGDip, MSc and Sustainable Maritime Operations.




Multinational Elburg Force

ELBURG CHARTERS ON In spite industry challenges Elburg Shipmanagement Phils charters on to its vision of bringing cargo worldwide the best way --- to all nations, for commerce and human needs despite risks and costs. Thus, states Capt. Nicolo Terrei, owner of Elburg and RINA Academy Phils in his welcome remarks at the 9th Annual Crew Conference, November 23, 2016, at the New World Hotel, Makati City, before about 200 foreign principals, shipping personnel and Filipino seafarers.

Credit goes to the stewardship of Italian Nicolo and Filipina Procerfina, wife. This feat is anchored on the good relationship of the couple with the principals and the seafarers. Service is excellent, adapting or innovating on the needs. Compensation to crew is fair and very competitive, plus rigid training on the latest technology and demands of international Conventions.

Growth is phenomenal for Elburg, fastest moving shipmanagement of international seagoing merchant vessels which started with seven vessels of chemical tankers and a bulk carrier (and only eight Filipino seafarers onboard in 2005).

Foremost is on the Standard of Training, Certification and Watchkeeping (STCW) coming into force 1 January, 2017. It sets the standard for masters, officers and watch personnel on merchant ships to prevent accidents and disasters on board and on sea. STCW is a crucial cog in the logistics chain as maritime takes 80% of the world cargo, only 20% by air and overland.

Today, Elburg manages more than 200 vessels of various types and sizes like cargo, tanker, bulk carrier, cruise and servicing nations with a crew that totals over 2,000 onboard.

To qualify with the rigid requirements of STCW, upgraded training is a must --- in technologies, both in vessels and equipment, specially on gigantic newbuilds that dwarf even panama-types



like skiffs. And no excuses; a deficient training school may send wards to training schools with the expertise and facilities as outsourcing, adopted by STCW 2010 Manila Amendments. Sea tragedies still happen in spite of STCW rulings. Most are clearly traceable to complacency, irresponsibility, shortcuts and violation of company rules. These are primarily addressed by Elburg which offers: •

Career development of the crew

Benefits, compensations, incentives to focus on the job

Interventions on family obligations like funds, health, education, including study and training of the seafarer himself.

Topmost with Capt. Terrei are the foreign principals who are the lifeline of the business. This mind set is reflected on his progressive management to recruit, train

and carefully assess for talent. Success should be a win-win mix for the owner, principals and the crew, working in unity and best practices. With such protocol, Elburg plies to greater horizon, on the blue waters of the continents. Compliment. Dr. Conrado Oca supports the thrust of Elburg as presented by Capt. Terrei. The eminent physician repeated this endorsement while speaking at the conference. Oca is president of the Associated Marine Officers’ & Seamen’s Union of the Philippines (AMOSUP) and an accredited examining physician in the Philippines and European countries. He says working in harmony among the key players of Elburg should be the best thing to do for the company to succeed.

AMOSUP Oca and ESA Group Guidi gladhand

The two-day conference of RINA Academy and Elburg Shipmanagement was a run-away success; not just for the sumptuous foods but more on the wealth of upgrades and outlooks from eminent speakers and resource persons.

Participants came from the cities of Bacolod and Cebu, Subic Bay area of Zambales and from Italy and other nations. They return home fulfilled, optimistic and with higher expectations on shipmanagement by Elburg and crew training by RINA academy.

Loyalty Awards from Mrs. Terrei and daughter Grace




Posterity of the christening with senior executives

CEBU ACE CREWS AOM BIANCA Camsarmax-type bulk carrier AOM Bianca adds to Cebu Ace-Maritime International clientile, enabling the largest Cebu-based manning agency to continue with brisk growth. The US$35-million vessel is the fourth new built delivered January 2017 to Grace Ocean. The Bianca sails under the flag of Singapore, has 229m length overall and beam of 32m; gross tonnage of 43016, 81,600 deadweight; with Hull no. SC259; IMO no. 9728215, MMSI no. 563008600 and call sign 9V3783. Ceremonies. The weather low pressure did not damp the naming and delivery ceremonies, except expected delays like bunkering yet from Batangas. In the evening of Jan 10th, a Catholic

mass was officiated by Fr. John Mission Director of Apostleship of the Sea Stella Maris-Cebu. Tsuneishi Heavy Industries-Cebu delivers the vessel from its shipyard in Balamban, Cebu, with C/E Alexander Pineda accepting as president of Cebu Ace- Maritime International Inc. Capt. Loreto Ruyeras, Cebu AceMaritime Intl., Inc. GM and C/E Christopher Delos Santos, Bright Star Shipmanagement Head of Technical Dept, led the staff and crew families in the blessing of the ship’s facilities. Ceremonies started morning of Jan 11th, with the singing of the national anthems and raising of the flags of Italy, Japan and the Philippines. Even with light showers, ati-atihan (tribal) drums blared and dancers welcomed incoming guests,

as elementary pupils were by the side also witnessing the launch. Godfather is Raffaele Zagari of Augustea Group, the vessel charterer naming the bulk carrier AOM Bianca. Godmother who axed the rope which tethers the ship is Mrs. Teo Siew Ai, wife of Anthony Heng, Director of Grace Ocean Private. Japanese shipbuilders craft a special axe for each new vessel. After the launching ceremony, they present the axe to the vessel’s owner as a gift. Confetti flurried as Tsuneishi music played to special guests: Yoshimasa Abe, Director, Grace Ocean Private Ltd. Capt. Alberto Malaga, Bright Star Shipmanagement Katsurica Koike, Branch Manager, Ocean Harmony Review Service Capt. NicoloTerrei, Chairman, Augustea Ship Manning Phils Mr. Toshio Entani, Director, Cebu AceMaritime Intl., Inc. Mr. Tokuhiro Koizumi, Owner’s Rep, Cebu Ace-Maritime Intl., Inc. C/E Alexander Pineda, Pres., Cebu AceMaritime Intl, Inc.

Blessing the Camsarmax-type bulk carrier



Guests proceeded to the bridge for rituals before a Japanese altar. Top executives of the ship’s owner, charterer and ship

Perspective of AOM Bianca, gift from Tsuneishi

operations and emergencies, underscoring safety as primary policy, clarifies Dinoyo. Growing.

manager, the ship’s captain and chief engineer offered prayers. The Captain and Chief Engineer received flowers, Sinulog-Santo Niño replica, and a full perspective of AOM Bianca framed, courtesy of Tsuneishi. Jan. 12th, the vessel plied to her initial voyage after a sumptuous lunch with the staff of Cebu Ace, Bright Star and families of the crew. Trust. The crew is the cream of the crop, complementing the brand-new vessel. There are also cadets on training but clearly instructed on specific tasks. Leading the 21 Filipino complement of MV Bianca are Capt. Isidro Dinoyo, 42, from Mindanao and C/E Mark Gumapon, 45, from Cebu where majority of the crew hail from.

Capt. Orlando Detiquez, Cebu Ace Training Manager, beams we are the best seafarers; that other nationals are hired because Pinoy seafarers are not available; that we are honed up by the Japanese in technicalities. Cebu Ace training facilities are at the second floor of its offices at GMC Plaza building, Legazpi Extension corner MJ Cuenco Avenue, Cebu City, with computer-based training, JRC and Furuno signature ECDIS (preferred by the Japanese, too). Before deployment, the crew undergo a five-day in-house training and PDOs in its offices. As general manager of Ocean Harmony Review Service, Detiquez has allowed salary deduction to train and inspire junior officers to aspire for higher posts and licenses.

Capt. Detiquez is proud the Japanese are very happy he coached the passing of about 30 captains and 25 chief engineers, qualifying 150 as OICs that is why they have so many officers to promote. Cebu Ace-Maritime Intl., Inc. and Arctic Shipping Corporation (sister company) supplies all-Filipino crew to its Japanese principals. It has a pool of more than 1,200 ratings and officers to 65 vessels and counting. The company continues to convince the family to support (even nag) the seamen to take the examinations which should bring in higher tasks and income. Capt. Detiquez confirms 25 newly-built vessels are coming and need manning from Cebu Ace. The fleet is almost new as vessels are replaced after five years plus deliveries of newbuilts. More importantly, the crew has professional “kinship” as Cebu Ace does not accept walk-in cadet applicants. Only those kin and friends vouched for by current crew are considered and evaluated. This is a social guarantee the new entrants shall behave and exert best effort in respect of utang na loob or kabubut-on (personal indebtedness) so high on Filipino values. But the company is open for other experienced officers and crew.

Capt. Dinoyo says an all-Filipino crew is an advantage, specially on operational communications. When one is asked to get a “walis”, one immediately gets a broom as it is what is meant. In a mixed crew, one end up doing the chore as it is time consuming (and stressful!) having to keep explaining as Dinoyo’s experience with a crew of seven nationalities. In both departure and arrival, it is critical that the crew is wellbriefed on normal

The family: Cebu Ace-Maritime International Inc MARINO WORLD


Antoine and Rita, love conquers all




“Thy Will be done,” the core value of a very solid enterprise; that business success fueled by an abiding faith, “I can do all things through Christ who strengthen me” (Philippians 4:13). Beyond being religious, the couple are spiritual: Antoine and Rita, powering with ingrained faith and Christian sharing their venture in maritime education. Established just in 2010 with barely ten reviewers, their Cebu Gems Innovation and Career Development Center has 47 branches now and growing.

together on the beads of the Holy Rosary. This is how they face challenges, for as said, peace is not the absence of troubles but the presence of God. Rita never nags accepting Antoine is the extrovert. For as long as he updates her on where and whence, she never send the usual where-are-you-come-homenow. After all, so much more “incidents” in their 20 years have changed for the better. With patience, with trust.

The target is 50 centers, for a “golden” total. Expansion is not so much for profit but for opening opportunities to others. The Dela Torre tandem are already secured just focusing on five areas, Manila, Cebu, Iloilo, Bacolod, Davao.

a guy, a relationship of three years, and preparations to be married. Antoine was just around, obviously enamored but mum given disparity in social stature: his dad works for Rita’s father in the military. They are caretakers of the house when her family is on vacation. She was of leisure, he ekes a study at a maritime school. After graduation, they met once more. Now, he could have the guts. But, she is already engaged to be married. Yet, Cupid was honing arrows somewhere… On the way to the pre-nuptial interview, her fiancé’s car broke down. He called in to postpone the church counseling to which she readily agreed. After all, she was really uncertain, still ambivalent deep in her heart. And that same day, Antoine came to her house with her father. On seeing him, her heart palpitated, to an enchanting moment that seems the answer to her novena: Dear God, show me the one and he shall be my forever.

Capt. Antoine Dela Torre runs the operations, wife Rita always on the equation for advises and decisions. And ever since, also VP Engr. Neil Francisco, mate at PMMA, by pragmatics and the oracles of Chinese feng shui. Partnership. The couple is a classic example of opposite poles attract: different in food preferences; he dreams of a house by the beach and waffling waves, she wants a home in the mountain lulled by cool breeze. But wherever, they never go to bed without resolving any conflict. And they greet each new day with prayers,

The grace of family

And with drama, great material for a love story on television. Marry me. At 35 and yet single, Rita has been needled by friends who already have their own families, including a younger sister. For “compliance,” she accepted

Indeed, for the shirt Antoine wore that day is kept by Rita as a precious heirloom.

Destiny worked the details: her family went abroad, giving Antoine the chance to push his luck. And there’s no dillydally, on the day Rita gave her yes, he was already proposing marriage. At the Shangri-la mall, he was on his knees with a ring and the plea, “will you marry me?” The relationship started March, he wants




Mrs. Science High 2016

a June wedding. But Rita has yet to untangle an earlier plan with a guy who was so saddened by her change of heart. Love will find a way: they exchange vows December 1996, at the Sacred Heart church, Rita being a devotee of that faith. Different. He was then a Chief Mate whom Rita sees as hard-working, so different from the military molds of her father’s PMA circle. Antoine, the PMMAer, courts without fancy but with green mango picked from their own tree. It must be love, for Rita commutes for the first time by bus or jeep to meet him. (Even the ring was unadorned, P700 on a buy-one, take-one promo). Her mother was also very strict, Antoine pales compared with other sons-in-laws whom one is a Customs Commissioner, the other in partisan politics. Instead of wilting, Antoine took these as motivation



to prove his worth --- or a thick face! Antoine was not exactly from a cast of angels. The usual rumor of girls in every port, even a steady who is a doctor. But he cut clean, and stayed clear. More so when he stayed on land and worked 12 years in a review center. They are blessed with four kids: Alejandro, 19; Annie, 17; Ale, 16 and Ariston, 10. And they are reasons the Captain anchored to enjoy their growth, to take care of Arman, 19, autistic; Ariston with ADHD attention deficit hyperactivity disorder. Risk taker. On leaving a well-paying job to venture in uncertain business, his classmates were surprised why nasa kama ka na, lumipat ka pa sa banig (already on bed, transfers to a mat). But Rita was there to support, remembering a smaller David defeated a giant Goliath. In barely two years, the

same critic was already praising them on the return of their investment. But earlier, Antoine was often a victim of glib tongues, prominently on networking. He was even secretive of his deals, until things fail. Now Rita comes in and they discuss first the issues. On top of the wife on the higher level of feng shui, the captain is impatient and in the rush. Even if Cebu Gems is dubbed Pambansang Review Center ng mga Marino (“national review center” of seafarers), they are very careful against over-expansion and under-management. Antoine says they are going to innovate more by hiring more instructors from sources other than PMMA like from MAAP, JBL, scholars and honor students, project Alpha, to sustain the growing market. Teachers must be patient, answering inquiries properly and not insult the students on their lack of knowledge.




On the eve of the Year of the Fiery Rooster, Zahro Express bursts into flame and sunk off Jakarta claiming 23 lives. Of families, of friends celebrating a promising new year. Follows the usual prosecution for the overloading; regulators once more sought to enforce basic requirements for the safety of life at sea in a local market. But even in the best regulated markets, fire is a threat to maritime safety most likely to induce panic. Properly trained crews must quickly response, coordinated. Emergency communication is demanded and vital. In 2012, IMO amended SOLAS making it obligatory for all vessels to carry a minimum of two intrinsically-safe firefighter radios per fire party. For tonnage built before 1 July 2014, these will come into effect from the first survey after 1 July 2018. IMO has yet to set performance standards for firefighter radios. SOLAS Chapter II-2 Reg 10.10.4 stipulates that they ‘shall be on and explosion-proof type or intrinsically safe’. Meaning, sets must be certified to international standards (like ATEX, in potentially explosive atmospheres, maritimespecific EN60945 standard against heat, vibration, rain and spray, corrosion and other harsh conditions on board). Specific radio. Cobham SATCOM claims as the first manufacturer of a ‘firefighter radio’ meeting the amended SOLAS regulations, says Stephan Jorgensen, Regional Sales Director, APAC, in launching SAILOR 3965 UHF Fire Fighter. Research has indicated 30 to 50% of fires in merchant ships originate in the engine room. At sea, these can disable the ship. Jorgensen adds if not quickly contained, fires may devastate further to flammable or volatile cargoes and passenger spaces. Seafarers are continually trained on

how to contain a fire, with procedures reinforced by frequent drills, equipment subjected to regular inspection and maintenance.

tackle a blaze may want to attach it to their breathing mask, while an incident commander may wish to affix it to a helmet headset.”

Jorgensen believes the crew must be able to talk with one another. The Incident Commander must coordinate the firefighting team from the best possible overview of the situation.

This is the context of SAILOR 3965 UHF Fire Fighter radio. While based on the same technology as other models, SAILOR 3965 provides reliable twoway communication under extreme conditions.

Adaptable. Therein, radio is the preferred form of communication. But the vessel superstructure acts like a Faraday cage, made worst when fire doors are closed and dampers activated critically reducing radio signals. UHF radios provide the best performance in such conditions. ITU specifies six frequencies in the range of 457 to 467 Mhz for maritime use. These can be doubled by using 12.5 kHz spacing instead of the more usual 25 kHz. To avoid interference, a Continuous Tone Coded Squelch System may be used. CTCSS is also necessary on larger tonnage where distributed antennas or leaky feeder antenna cables combined with radio repeaters to ensure full coverage. Because distributed antennas typically operate on UHF, they can help extend indoor coverage into confined areas such as thruster compartments, the shaft tunnel and engine rooms. While radios are fit for conditions expected in a fire, crew tackling fires at close range are wearing firefighting outfits and breathing apparatus that significantly restrict movements, making it difficult to operate intricate equipment. Your design. The IMO Fire Safety Code has no design recommendations but “Manufacturers need to take these usability constraints into account.” Jorgensen continues, “The radio should, for instance, be designed for use with large gloves or when worn under a protective suit. Again, crew entering smoke-filled compartments to

SAILOR 3965 is compatible with other radios when on same frequencies, and with CTCSS to avoid interference from nearby vessels. It is also suitable for vessels using more sophisticated communications like dedicated channels set up for, say, deck engineers or crane operators, or with repeaters. In a toughened IP67 grade housing (tested against water jets and immersion up to 1m), SAILOR 3965 is red, not black as most onboard work radios are, not yellow nor orange as emergency GMDSS VHF radios. For smoky environments and poor visibility, the handset is designed so that a change of channel is confirmed both audibly and visually on the integrated display. An ergonomic grip makes handling easier in wet conditions or user wearing gloves. July 2018. While some vessels have already implemented IMO’s new fire-radio requirement, around 60,000 SOLAS more must comply by July, 2018. In addition, non-SOLAS tonnage is expected to comply on a voluntary basis. Then, some 250,000 units are needed over the next three years. To avoid falling foul of the regulation, to safeguard the lives, and protect investment, owners and operators would be wise to equip properly ahead of their first survey.



23 Type Specific


For clients with little or no Internet onboard, ECDIS has developed an almost fully off-line version of its Annual Competency Assurance Training (ACAT) courses, removing the need for constant Internet connection. The courses share the exact content as their on-line counterparts. Courses can be purchased and downloaded onshore or when Internet is available, and run on any PC for up to 365 days, making it highly versatile. ECDIS’ George Ward, one of the key architects and developers of the ACAT courses, states: “We have had incredible interest and uptake of our new ECDIS ACAT courses. But we are acutely conscious of the fact that many shipping companies globally are yet to implement reliable (or indeed any) Internet onboard their vessels. As such we have invested heavily in rolling out a new format for ACAT running parallel with the



existing online training solutions already available”

Details on all ACAT courses are with

The courses are available as two different license options: a single license for individual (£15 per year); a «per hull» option (£150 per year), enabling companies to register an entire hull with unlimited crew.

Marketing head Mike Backhouse may also be consulted at backhouse@ecdis. org

Once the course has been completed by a student, one simply email a unique verification code to ECDIS Ltd HQ and issued with a digital copy of a certificate, valid for 365 days. Managing Director Mark Broster adds, “We are always looking for new cuttingedge ways of training the industry and adding additional levels of safety and quality assurance to a company’s crew competency. Our new Offline ACAT gives that by offering greater flexibility and accessibility for shipping companies”

ECDIS is a privately-owned UK registered company. Originally offering just the IMO 1.27 Generic ECDIS course, it is now the largest global independent company in its field, with a portfolio of 35 STCW courses. In 2014 ECDIS, was awarded runnerup in the UK National Business for International Growth. As a training company with courses ranging from Deck to Security, ECDIS has a growing clientile of 150 commercial shipping companies, governments and military clients in every continent, achieved a documented 96% perfection feedback on training courses and 98% for equipment.

ARI SIMULATION For two decades, ARI Simulation has been delivering class-leading and DNV-GL certified virtual reality training solutions to customers across the globe.



Marino World Jan-Feb 2017 Issue  

Maritime magazine

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